INTERMEDIATE FLIGHT PREPARATION WORKBOOK
climb gradient with 2 engines operative will be greater than 2.5%. Time and fuel allowances for
a normal go-around are 5 minutes and 250 pounds.
H107. FACTORS AFFECTING APPROACH AND LANDING
The maximum demonstrated crosswind for this aircraft is 25 knots.
Maximum Landing Weight - 2.5% Climb Gradient
The maximum landing weight is determined by the weight at which the aircraft can obtain a
2.5% climb gradient with 1 engine inoperative and the other engine at takeoff thrust at VAC with
the landing gear retracted.
Approach, threshold, and touchdown speeds are a function of weight. VREF is computed by
subtracting 2 knots for every 500 lbs of fuel consumed from 118 KTS.
The total landing distance from the 50-foot obstacle to full stop is obtained by applying
maximum braking as soon after touchdown as practical. Landing distances are based on the
following procedures and assumptions:
A 3º approach at VREF to the 50-foot obstacle height.
Idle thrust at 50 feet.
3. A 1.4-second allowance for the distance traveled during the transition from touchdown to
the taxi attitude (3-point runway contact).
Maximum braking is obtained upon attaining taxi attitude and is continued to a full stop.
The friction coefficient for a dry asphalt or concrete runway corresponds to a RCR of 23.
Ground roll distances are not predicated upon the deployment of the speed brakes. However, the
deployment of the speed brakes after wheel brake application will result in shorter ground roll
H-10 T-1A PERFORMANCE MANUAL EXTRACTS